Brake-beam



(No Model.)

P. GQSUSEMIHL & W A. PUNGSQ BRAKE BEAM.

No. 369,213. Patented Aug, 30, 1887.

INVEJVTUR XML w N. PETKRS. PMlo-mhngraphar Washmyum I) C UNITED STATES PATENT OFFICE.

FRANCIS G. SUSEMIHL AND WILLIAM A. PUNGS, OF DETROIT, MICHIGAN.

BRAKE-BEAM.

SPECIFICATION forming part of Letters Patent No. 369,213, dated August 30, 1887.

Application filed June 25, 1887. Serial No. 242,442. (No model.)

To all whom it may concern:

Be it known that we, FRANCIS G. SUSEMIHL and WILLIAM A. PUNGs, of Detroit, county of Wayne, State of Michigan, have invented which form a part of this specification.

Our inveution'relates to certain new and useful improvements in brake-beams for railway-trucks, &c., as more fully hereinafter described, and more particularly pointed out in the claims.

In the drawings, Figure l is a plan view, and Fig. 2 an end view, of a device embodying our invention. Fig. 3 is a view of the blank from which the brake-beam is constructed. Fig. 4 is a modification.

Heretofore brake-beams have been made of heavy bars of wood or metal, requiring a very considerable heft and being quite expensive.

Our object is to provide a brake-beam which shall be much lighter than those heretofore made, yet of superior strength, and which shall also be more economical in construction and of a single piece of metal. We accomplish this object by constructing the brake-beam of plate or sheet metal, as follows:

A represents our improved brake -beam. Said beam is stamped or cut from plate or sheet metal into a blank of desired form, as, for instance, shown in Fig. 3. This blank is then bent in any proper manner, as by a suit able machine, to the shape desired. It is preferably bent to form a loop, a, and extended flanges a a, the loop forming a tubular rib, a, extending the length of the beam, forming a firm, strong body to the beam. The lateral edges of the blank are brought together, as shown, forming a longitudinal stiffening flange or web, a, which may be broadest intermediate of its ends, as illustrated in Fig. l, to strengthen the beam at that point still more effectually. If it is desirable to still more strengthen the beam, our invention contemplates also the location of a tubular bar or piping, B, within the tubular rib, as shown in Fig. 4, and extending, the entire length of said rib. This will evidently afford a very strong beam. To present a neater finish it may be desirablein some casesas on passenger-carsto locate a plug, 0, in each end of the rib.

This plug may be of any material, and will not only close the open end of the rib, but will occasion greater strength at the ends, and es pecially prevent any possibility of accidental damage thereto. This plug, if employed, may be used either with a beam provided with the piping B or with a beam where the said piping is not used, as we contemplate the construction of our improved brake-beams either with or without the piping B, and also either with or without the plugs G. On freight-cars, where brakebeams of more economical construction are desired, the plugs may be omitted.

The brake-shoe bracket D is preferably constructed with a loop, (2, engaged upon the end of the beam, as by a bolt, 11, which may be the usual supporting-rod whereby the beam is suspended in place. This loop d is formed integral with the bracket, and being made to receive the end of the beam, as shown in Fig. 2, the shoe is prevented from turning on the beam, or vice versa, the integral construction giving great firmness. A suitable clevis or analogous device, D, is secured upon the beam intermediate of its ends, said clevis being constructed to be connected with the usual brake-lever in any proper manner. For this purpose the ends of the strap forming the clevis are brought together to form a jaw, which is preferably given a partial twist, as shown in Fig. 1 at d for the more ready connection of the lever therewith.

By making the web broader intermediate of the ends of the beam, as shown in Fig. 1, this broader portion in reality acts as a truss to strengthen the beam, while at the same time the whole construction is of a single integral piece of metal. This truss action of the web is effected by curving the edge of the web from the center toward the ends.

The clevis D may be riveted upon the web, and the web be also provided with additional rivets, as shown at (1. By the use of rivets nuts are dispensed with and their liability to work loose is avoided.

"What we claim is==- .1. A tubular brakebeam constructed of plate or sheet metal, said beam cut fromsaid metal to form a blank of determined form, said blank bent into desired shape, substantially as described.

2. A brake-beam constructed of plate or sheet metal bent to form a longitudinal rib and a stiffeningweb, substantially as de scribed.

3. A brake-beam constructed of plate or sheet metal bent to form a longitudinal tubular rib, and in combination therewith astrengt-hcning bar or pipe located within said rib, sub stantially as described.

4. A brake-beam constructed of plate or sheet metal bent to form a longitudinal tubular rib having a strengthening flange or web, and in combination therewith plugs engaged in the open ends of said rib, substantially as de scribed.

5. A brake-beam constructed of plate or sheet metal bent to form a rib, a, and in combination therewith a bar or pipe inclosed in said rib, and plugs closing the ends of said rib and pipe, substantially as described.

6. A brake-beam constructed from a single piece of plate or sheet metal, bent into tubular form, with the meeting edges lapped to form 25 a strengthening web or flange, substantiallyas described.

7. A brake-beam constructed from a single piece of plate or sheet metal bent to form a longitudinal rib and strengthening-web, said 30 web broadened intermediate of its ends, substantially as and for the purpose described.

In testimony whereof we sign this specification in the presence of two witnesses.

FRANCIS G. SUSEMII'IL. 'WILLIAM A. PUNGS.

Witnesses:

N. S. WRIGHT, W. H. WILLimnANDs. 

